Combined automatic and straight-air brake.



W. E. POMEROY.

COMBINED AUTOMATIC AND STRAIGHT AIR BRAKE.

APPLICATION FILED IEB. 7, I 9I6.`

L1 99,712. lmenfedsept.. 26,1916.

3 SHEETS-SHEET 1.

@wom/Ito@ @Wa-mm?! w. E. PUMEROY. COMBINED AUTUMAT-IC AND STRAIGHT AIR BRAKE.

.APPLICATION FILED FEB. 7,1916.

1 ,1 99?'712. lutn'rbd Svpt. 26,1916.

3 SHEETS-SHEET 2.

W. E.. POMEROY. COMBINED AUTOMATIC AND STRAIGHT AIR BRAKE. APPLICATION FILED FEB. 7. 191e.

3 SHEETS-SHEET 3.

33 2\ 76 l f7? 2z .79 22 7 24` Z5' Z5 75' II 4 o 42 20 jf -3 (Y r4 l l I JJ? 4l "73 j; 32 x L9 ,Z4 ZZy 52 30 thevalve mechanism may be shifted to lap position and the pressure may be retainedl Unifrun santas PATENT onirica.

WILLIAM E. PoMERoY, o'F EL rasdmnxas. j

COMBINED AUTOMATIC AND STRAIGHT-AIR BRAKE.

Continuation in part of application Serial No. 45,883.. filed August 17, 1915*. This application led February l Specification of Letters Patent.

Patented sept. e6, 1916.

'7, 1916. Serial N o. 76,591.

' y T 0 all who-m 'it may oon/fern.'

v a citizen .of the United States, residing ,in y El Paso, in the county of -El Paso and State fao of Texas, have invented certain new and useful Improvements in Combined Automatic and Straight-Air Brakes, of which the following is a. specification.

This` invention relates 'particularly to fluid pressure brakes operated by compressed' air supplied from the locomotive to brakes on the locomotive and on the several cars of the train and it relates more especially to the valve mechanism of such brakes of the kind constructed-to be operated by either a reduction in the train brake pipe pressure or by an increase of pressure therein. In the operation of such valves when a reduction of the .train pipe pressure is effected either by the proper actuationfof the engineers valve or by the breaking of the train pipe connections orthe partingof the train, the valve 4,mechanism is shifted to open communication between the brake cylinder and an auxiliary reservoir on each car containing compressed air, such air 'when transferred from the auxiliary reservoir to the brake cylinder applies the brakes and after the brakes have been applied by a proper manipulation of the engineers valve in the brake cylinder. Thereafter the brakes may be released yby the engineer when he increases the pressure in the brake pipe to the proper extent to so shift the valve mechanism as to connect the brake cylinder with the exhaust and then the by increasing the normal brake pipe pres# sure in such manner as to'shift the valve mechanism properly to connect the train pipe directly with the brake cylinder and then the valve may be moved to lap position to retain the pressure in thefbrakecylinder by a. slight reduction 1n the -traln pipe pressure.A Alfter this the brakes may be released by a further reduction of the train pipe pressure.- In some cases provision has been made for establishing a communication between the train pipe and'brake cylinder at 'subsequently connected therewith.

lthe commencementof the operation of sup- '/plying the brake cylinder from the-auxiliary reservoir whereby some air under pressure from the train pipe may pass directly to the brake cylinder before the latter receives air from the auxiliary reservoir. In this way a quick action of the brakes -is obtained as the air admitted from the train plpe quickly passes to the brake cylinder, partially fills it and said cylinder .is more quickly filled or` supplied with the required pressure from the auxiliaryv reservoir when mechanism for the purposes above menf tioned has however been quite complicated andthe principal object of my invention is to simplify such mechanism and to render v it more reliable in action.

My invention has been embodied in valve mechanism in general'of well known con' Astruction butA mpditied in the particulars hereinafter mentioned. Such valve mechanism made in accordance with my invention f comprises as usual a slide valve operating in a slide valve chamber and connected with an actuating piston, the .position of which is controlled by the air pressure in the train pipe. The slide valve chamber is connected as usual with an auxiliary air reservoir' and with a brake cylinder and the organization,v

struction andthe ports of the valve seat and the passages between the valve chamber, the train pipe and the brake cylinder are arranged in a novel way whereby the movement of the valve is made short and speedy,

the number of air passages is reduced to a minimum, and the mechanism is made kto respond quickly applying or releasing the brakes. A single passage is employed Valve to connect the brake lcylinder with the valve seat for the transfer of pressure to the brake or the tra-in brake pipe and a single passage connects the train pipe with the valve seat for .theentrance of air from the train pipe to theslide valve chamber during a straight air application of the brakes, An additional paage is, however, employed to con-I neet the train pipe with the valve chamber .cylinder from .either the auxiliary reservoir Whereby air-from the train pipe 'may pass to .the brake cylinder at the commencement of a sei'vice or emergency operationof the brakes by air passing to the brake cylinder from the auxiliary reservoir. The valve is' also so constructed that any excess of `pressurev in the auxiliary reservoir Voccurring during a straight air application of the brakes or. when the auxiliary reservoir is being charged may be transferred to .the brake cylinder instead of being allowed to escape to the atmosphere. r1`lie slide valve is of simple construction being provided with only three cavities which are so arranged as to suitably connect and cover the 1 ports in the valve seat at the proper times.v

In the accompanying drawings Figures 1, 2, 5, 7 ,"8 and 9 show vertical central sections ofv valve mechanism embodying myl improve ments with the parts in dilferent positions, while the remaining figures show details of construction. Fig. 1 shows the valve mecha-A nism'in release or normal'position.' FigJ- 2 shows the mechanism inthe position it assumes when the pressure in the train pipe is somewhat reduced and a-ir passes from the train pipe to the brake cylinder before the brake cylinder receives .air from the auxiliary reservoir. Fig. 3 shows a transverse' section on the line 3-3 of-Fig. 1.A Fig. 4f.

showsa transverse section on the line lle-fl of. Fig. 2. Fig. 5 shows the valve mechanism in emergency or automatic position, air at this time .being transferred from the auxiliary reservoir to the brake cylinder. Fig..

6 shows a transverse section on the line (5j-6 of Fig. 5. Fig 7 shows the mechanism in lap position caused by an increase of pressure in the train pipe.y At'this time the pressure in the brake cylinder is retained. Fig. 3 shows the valve mechanism in position to mit air directly from the train pipe to the irake cylinder. *Fig 9 shows the mechavnism in lap position caused by a reduction of pressure in the train pipe, the pressure in the brake cylinder being at this time retained. Fig. 1() shows a transverse 'section on thc line 10-1() of Fig. 9. Fig. 1-1 shows the slide valve in elevation, end view andbottom' plan view. f

rlhe valve casing l may beofany suitable kind. vlt may be closed at one end as usual by a cap 2 between which and flanges on the casing is interposed a. gasket 34 which may extend into the casing as indicated lfor a purpose hereinafterspecified. A slide valve actuating piston 3 provided with packing rings 5 is mountedin a suitable chamber 15 in the valve casing and it is connected by a rod l with a slide valve 6 which valve is pressed against its seat by a spring 7 and it is adapted to move back and forth in the slide/'valve chamber in the usual way. The train 'brake pipe is connected at 29 with a means ofa groove 16 with the outer end of' the piston chamber 15. The. slide valve is held in normal' or release position by springs 17 and 18. The spring 17 is carried by a plug 20 and extends into a flanged cap 21 engaging the adjacent end of the slide valve and also adapted 'to engage at l0 a shoulder on the casing. The spring 18 is carried by a plug 19 and-it extends into a ,flangedicap 22 which engages the adjacent .end of the piston 3. The inward movement of the capis limited by a shoulder l1 in the casing. These springs operate in a manner similar to those heretofore employed in similar valve mechanism. A connection between the auxiliary reservoir and the front portion of the slide valve chamber is made through openings 25 and 24 in the cap 21 and in the part 42 of the slide-valve whereby air conveyed by the groove 16 from the train pipe may -pass to the auxiliary reservoir and whereby aii` from the auxiliary reservoir may be conveyed to the front portion of the valve chamber to act upon the piston 3.

The slide .valve seat connpcts with the brake cylinder through a passage i2 formed in the valve casing and it connects with the cavity 9 through a passage 8. Another passage 32 connects theslide valve chamber with the passage 12 leading to the brake cylinder, but this passage is intended to prevent the overcharging of the previously charged auxiliary reservoir by permitting lexcess of air pressure in the -auxiliary reservoir to pass to the empty or partially charged brake cylinder during a straight air or slide valve chamber with the cavity 9."'

This passage is used for permitting'aiiw from the train pipe to pass to the brakefcylinder at the commencement ofan 'automatic or service application of the brakes. Inthe passage 8V is mounted a. plug valve 3() which may be left open in order to charge lat the proper time the brake cylinders from the train pipe during a straight air application of the brakes,or it may be closed so that the valve mechanism may operate solely by air transferred from the auxiliaryreservoir.

The slide valve is of simple construction and it is formed with three cavities Only and Va single passage through it. The cavity 10 is used to'connectvthe passage 8 with the passage 11 and for n-oother purpose. The .cavity 2T serves to connect the valve cham-l M/'cavity 9 inthe valve casing and this cavity ber withthe passage-1l, while thecavity 13 danger ofthe previously charged auxiliary serves to connect the passage 11 with the exhaust passagev 1t and to also connect the passage 11 with the passage 31 leading from the cavity 9 to the valve chamber.

The cavities of the valve andthe several passages referred to are so disposed that connection betweenV the brake cylinder and the auxiliaryreservoir and between the brake c vlinde'r and the tiain pipe maybe established at will, and are also suchthat the brake cylindeil may be connected with the exhaust'when required. The passage 33 j in the valve is so disposed relatively to the passage 32 and to the cavities in the valve that it registers with the passage 32 only when the piston 3 is at the extremity o f its inward movement and when theauxiliary reservoir is being charged from the train pipe. It will be understood that after an automatic or emergency,application of the brakes the auxiliary reservoir pressure is exhausted and when the train pipe pressure acts upon the 'piston 3 it moves it inward to its extreme position corresponding -to that illustrated in Fig. 8 and at this time air passes by way of the groove 16 through the valve chamber and to the auxiliary reservoir. The valve mechanism also assumes the position shown in Fig. 8 when the brakes are being applied by the use of straight arr froml the train pipe. At such time there is 13 and exhaust passage 14, all other ports and cavities being closed. In order lto obtain an emergency or automatic application of the brakes the brake pipe pressure is re; duced and theslide valve is shiftdlto the position shown in Fig. '5 with the piston 3 in contact with the gasket 34. At this time the air passes fronr the auxiliary reservoir by way of the cavity27 through the passages 11 and 12 tothe brake cylinder and it also passes through the passage 32. All other ports and cavities are closed. .In making this application, however, before the valve has moved to the position show n in Fig. 5 it will come to the position indicated in Fig. 2 at which time air will pass from the train line by way of the passagel,

cavity 13 and passages'll and 12 .to the brake cylinder and` will partially charge it. Thereafter the valve will move to theposition shown in Fig. 5, the port 31 being then closed and air passes from the auxiliary reservoir to the, brake cylinder inv the manner before described. It will thus be seen that when making. an automatic or emergency application of the brakes air first lpasses from the train pipe to the brake cylinder before the press-ure in the train pipe is greatly reduced and the brake cylinder is 'partially charged, and that immediately after this the brake -cylinder is completely charged from the auxiliary reservoir. In

this way the mechanism is made to act very quickly and to great advantage.

In order to retain the 4pressure .in the brake cylinder and keep the brakes applied after an automatic or emergency application the valve may be moved to the lap position shown in Fig. 9 by increasing to a sufficient extent the pressure in the train pipe.

or between the brake cylinder and any of Atl this time there will be no communication between the brake cylinder and the exhaust the feed passages or cavities before referred i to. After this the brake-pressure may be relieved by slightly increasing the pressure in the train pipe and moving the valve to the position, shown in Fig. 1 which is the -normal or release positionwith the brake cylinder connected with the exhaust.

'I prefer in ordinary service to use straight air for applying the brakes, keeping the aux iliary air pressure-in reserve for emergencies, although it is obvious that the brakes may be applied by first drawing pressure. f

from the auxiliary reservoir and then applying pressure from the trainA pipe or vice In order to-"operate ythe mechanism byl.

straight air from the train pipe and assuming the valve to be in the normal or release Fig.y 1` to that shown in Fig. S. At this time, although the auxiliary reservoir is charged, air will not .pass therefrom to the brake cylinder for operating the .brakes except incidentally' as hereinafter described, but air passes from. the train pipe through the passage 8, cavity 10 and passages 11 and 12 to the brake cylinder. lVhen the brake 'cylinder is charged pressuremay be retained by suitable reduction in the train pipe pressure which Will move the valve to the position shown in Fig. 7, which is a lap position with alll ports closed. The brakes may thereafter be released by still further reducing the train pipe pressure so as to connect' the passage 11 throughthe cavity 13 with the exhaust passage14.

The engineer, by means of his valve, can, of course, regulate the rapidity and force wtith which the valve mechanism is shifted and-thebrakes are applied and he can sucposition shown in Fig. 41, the engineer by means of his engineers vvalve'properly in-V kcreases the normal train pressure so as to move the valve from the position shown in cessively actuate' his valve to effect suitable transfers of pressure.

pressures on both sidesfof the piston are equalized the valve stands in the position shown in Fig. 1. In like manner when making a straightair application of the brakes the increased pressure on the piston 3 exceeds the normal pressure in the auxiliary reservoir and the valve is shifted inward, the movement and the position of the valve being thus effected by an increase or "a decrease in the train pipe pressure to correspond to or to rise and fall relatively. to the =air pressure in the auxiliary reservoir. In

otherwords, the valvemec'hanism is shifted in the usual Way'but the construction' and arrangement of the-valves and valve ports is different inV my valve mechanism from those heretofore used. .The slide valve is of such small dimensions and of suc-h sim-` .ple construction that friction is reduced to a minimum and thenaovement of the valve is made-relatively short and quick. It will be observed lthat my valve mechanism does not require the use of check valves," reducing valves, graduating valves, or the like `often employed in valve'mechanism of the general kind towhich my invention is applied and 'therefre my valve mechanism is not so liable to get out of order or to 'fail oper-r ate, nor does it require such delicate-.adjustment or frequent repair as some other valve mechanisms employed for a somewhat similar purpose.

The valve mechanism here-inbefore described is such that thev normal train pipe pressure may -be quickly distributed through the valves to all the brake cylinders which prevents, to'a large extent, the parting of a train. The Valve mechanism acts perfectly regardless of the weight or tonnage -of the car to which it. is applied, or of different train pipe pressures, nor is itaffected by variations in .tralnplpe pressures on different cars. -A graduated control'is possible by using either automatic or straight air for a brake application. y

Shouldit become necessary to stop a train for any reason whatever by the train men, it can be done in the usual way byreleasing the normal brake pipe pressure through the conductors valve.,v The engineer finding the air pressure in .the train pipe and aux 'iliaries exhausted can make a straight air application of the brakes, thus supplementing the automatic application' without losing control of the train and he can also rel :gafarge the auxiliary reservoirs at the same time.

the 4brakes by pressure from the auxiliary reservoir (Fig. 5) air .passes from the reservoir through the passage 11 and also through the smaller passage 32, but at all other times the passage 32 is closed except when the auxiliary reservoir yis being charged-during a straight air application of the brakes.

"My improved be employed on `passenger trains or Jon freight trains. Vhen't'he train is `short and when applying the brakes by straight air from the train pipe vthefslide valve pn eachy car may be moved to the position shlown in Fig. 8 and in such-*case the brake vcylinders on' all the, cars -will be sirynultaneouslyv charged to the same extent and the brakes will be simultaneouslyv applied with lequal force.` Upon long trains, however, the train pipe pressure in the fro'nt portion of the train is greater than in the rearward portion thereof and Vunless some provision were brake valve mechanism mayV on the .rear ones. l To overcome this I have so located the ports and passages that the slide valve on" the, forward cars will be at first moved to a greater/'extent than that shown in Fig. 8, while the slide valves in the brake mechanism of the rearward cars may be moved to not so great 'an extent. In this wayr the brake valves on the forward cars, after moving to the position shown in Fig. 8, will be still further moved so that the port or passage 8 of each of said valves will be slightly .overlapped or somewhat choked so .that theareaof the passage 8 in such valve mechanism will be .smaller than the area of the passages in the valve mechanis'm of the rearward cars where theftrain pipe pressure is reduced.. In this way I am able to supply the brake, cylinders of all the cars simultaneously with practically the same pressure and in such manner as to si 'multaneously apply the brakes. lVhen the train pipe pressure'is suiiiciently reduced and equalized the shde valves,` which have been moved to choke the ports 8, will he shiftedto the. position shown in Fig. 8. so-

tliat the feed ports will then be open to their full extent in all ther valves throughout' the train. It will thusbe seen that by my improvements the brakes on all the cars of the train, no matter what may be rits length,

vmay be 'simultaneously applied with equal force and'- there is therefore no danger-'of a parting ofthe train or a bunching of the the functions of valve mechanism of a similar class and possesses the additional advantages above specifically referred to.

I claim as my invention:

1. Combined automatic -andstraight air valve mechanism, comprising a casing pro-Y slide valve connected 4to and moving coincis dentally with the piston and which is formed with cavities, one ot which is adapted to convey straight air from the train pipe to the brake cylinder, another tov establish communication between the auxiliary reservoir and the vbrake cylinder, and a third to connect the brake cylinder with the exhaust, means controlled by the piston for permitting air to pass by way of the piston from the train `pipe to the auxiliary re'servoir for charging it, and a supplemental passage connecting the valve seat with the train pipe and which isk controlled by one of the cavities of the valve for conveying air from the train pipe to the brake cylinder at the commencement of the automaticoperation of the valve mechanism.

2. Combined automatic and straight air valve mechanism, comprising a casingiprovided with a piston chamber anda slide valve chamber and formed with a passage leading from the brake cylinder to the valve chamber, another passage for connecting the' dbrake cylinder with the atmosphere, a third passage connecting the valve chamber with the train pipe, and altourth passage also connecting the valve chamber with the train pipe, a piston operating in the piston chamber and subject to train pipe pressure on one side only, a slide valve connected to and moving coincidentally with the piston and which is formed with cavities, one of which is adapted to convey straight air from the trainv pipe to the brake cylinderduring a straight air, application of the brakes, another for establishing communication between the auxiliary reservoir and the brake cylinder, and a third for connecting the brake cylinder with the exhaust and for also at the proper time connecting the brake cylinder with the train pipe during an automatic L"service or emergency application of the brakes, and means controlled by the piston permitting air to pass from the train pipe to the auxiliary reservoir for charging it.

3. Combined automatic and straight airy valve mechanism for air brakes provided with means for establishing a free commui nication between the train pipe 'and the brake cylinder during a given pressure in' the valve mechanism, and a restricted communication .at all times between saidpipe and said cylinder during an increased pressure therein, andwhich. is provided also with means for establishing a communicaf tion between the train pipe and the 'brake cylinder at the commencement of an automatic application of the brakes and thereafter establishing communication between the brake cylinder and the auxiliary reservoir. l

4. Combined automatic and straight air valve mechanism, comprising a casing'pro-- vided with a' piston chamber and a slide valve chamber and formed with a passage leading from the brake cylinder to t-lie slide valve chamber, another passage connecting said valve chamber with the train pipe and with an exhaust passage for connecting the brake cylinder with -the atmosphere, a piston operating in the piston chamber and subject to train pipe pressure on -one side only, a slide valve connected to and moving coincidentally with said piston and which is formed with three channels, viz., one adapted to convey straight air from the train 4pipe'to, the brake cylinder by way of said single passage first mentioned, a second for establishing communication between the auxiliary reservoir and the brake cylinder through said first-mentioned passage, and a third for connecting the brakev cylinder with the exhaust, and means controlledby the piston for permitting air to pass by way of the piston chamber from the train pipeto the auxiliary reservoir for charging it when the piston is in stiaight air position.

5. Valve mechanism for air brakes op-` erated by straight air and having -means for establishing a free communication between.

the train pipe and the brake cylinder during a given pressure in the valve mecha-y nism, and a restricted communication at all times between said pipe and said cylinder duiing an increased pressure therein.

6. Combined automatic and straight air valve mechanism for airbrakes provided. with means for establishing a'free commu.- nication between the train pipe vand the brake cylinder during a given pressure in vthe valve mechanism, and a restricted communication between said pipe and said cylinder during an increase of pressure therein and 'which is provided also with ineans for establishing a communication between tlie auxiliary reservoir and the brake cylinder when the pressure in the train pipe is -suiliciently reduced.

7. The combination with an I auxiliary reservoir, a brake cylinder and a train pipe of a valve chamber connected with the brafke cylinder, the auxiliary reservoir and vthe llos train pipe, and a slide valve operating in rylinder and provided With `an unrestricted valveless recess for Connecting` the train pipe with the brake cylinder at the conimeiicement of an automatic application of the brakes and which is thereafter Withdrawn from connection with the train pipe.

8. The combination with an auxiliary reservoir, a brake Acylinder' and a train pipe, of a valve chamber connected With the brake cylinder, the auxiliary reservoir and the train pipe, a piston chamber Connected with the train pipe, a piston operating therein 'and controlling the passage of -air fromthe train pipe by way of the piston admission of air from the auxiliary reser-` i .voir to the brake-Cylinder yand previgiel with an unrestricted V-alveless passage for connecting the train pipe With the brake Cylinder at the Commencement of an aiitomatic application of the brakes and which is thereafter Withdrawn from .connection with thetrain pipe. l l

In testimony whereof, I have hereunto subscribed my name.

WILLIAM E. POMEROY.

Ti/Vitnesses f'JoiiN A. ADAMS, 

